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NEW  YORK  SUBWAY 
SOUVENIR 


COPYRIGHT,  1904 

BURROUGHS  &  COMPANY 

PUBLISHERS 
29  BROADWAY,  NEW  YORK 


AUGUST  BELMONT 


joiin'  b.  Mcdonald 


I'koioi  opyrttkl  I'ach  llrui.,N   Y  l»04 


WILLIAM   BARCLAY  PARSONS 


RAPID  TRANSIT  COMMISSIONERS 


ALEXANDER  E.  ORR,  President 

John  H.  Starin  Woodbury  Lanodon  Morris  K.  Jkssup 

John  Claflin  Charles  Stewart  Smith  Mayor  Geo.  B.  McClbllan 

Edward  M.  Grout. 


STAFF  OF  COMMISSK  »\ 

William  Barclay  Parsons,  Chief  Engineer  Edward  M.  Sheppard,  Counsel 

Albert  B.  Boardman,  Counsel  Bryon  L.  Burrows,  .Secretary 

Tracy,  Boardman  and  Platt,  Counsel  H.  A.  D.  Hallman,  Auditor 

ENGINEERING  STAFF 


William  Barclay  Parsons,  Chief  Engineer 
Geo.  S.  Rice,  Deputy  Chief  Engineer 
Albert  Carr,      Division  Engineer,  ist  Dir. 
Alfred  Creven,  2d  Div. 

Beverly  Value,       "  3d  Div. 


BUGENE  Klapp,  Division  Engineer,  4th  Div. 
Calvin  W.  Hendrick,  "         "  Sewers. 
St.  John  Clark,  Gen'l  Insp.  Designs 
W.  A.  Aiken,  Gen'l  Insp.  Material 
D.  L.  Turner,  Gen'l  Insp.  Stations 


RAPID  TRANSIT  SUBWAY  CONSTRUCTION  CO. 

August  Belmont,  President  H.  M.  Fisher,  Secretary 

Walter  G.  Oakman,  Vice-President  John  M.  Buck,  Treasurer 

ENGINEERS 

S.  L.  F.  Deyo,  Chief  Engineer  E.  C.  Moore,  Resident  Engineer 

Gen'l.  H.  T.  Douglass,  Principal  Assistant  W.  C.  Merryam, 

A.  E.  Olmstead,  Division  Engineer  A.  A.  Robins,  " 

W.  J.  A.  Boucher,  Assistant  Engineer  G.  E.  Thomas, 

A.  S.  Berquist,  Assistant  Engineer  Jno.  Van  Vleck,  Mechanical  Engineer 

Theodore  Paschal,  Resident  Engineer  M.  C.  Hamilton,  Engineer  Maintenance 

G.  G.  Raymond,  Chief  Inspector 


INTERBOROUGH  RAPID  TRANSIT  CO. 

August  Belmont,  President  H.  M.  Fisher,  Secretary 

E.  P.  Bryan,  Vice-President  and  Gen'l  Mgr.  John  M.  Buck,  Treasurer 

ENGINEERING  STAFF 

S.  L.  F.  Deyo,  Chief  Engineer  Jno.  Van  Vleck,  Mechanical  Engineer 

Geo.  W.  Gibbs,  Consulting  Engineer  M.  ('.  Hamilton,  E.  M.  of  W. 

S.  B.  Stillwell,  Electrical  Director  YY.  P.  Thompson,  Master  Mechanic 

J.  N.  Waldron,  Signal  Engineer 


3 


THE  STORY  OF  THE  SUBWAY. 


IN  the  good  old  days  it  was  necessary  to  call  upon  the  lady  with  the  magic- 
wand  for  the  attainment  of  any  gift  out  of  reach.  To-day,  we  still  seek  our 
good  fairy,  but  her  name  is  Enterprise,  and  her  wand  is  tipped  with  Gold. 

THE  SCENE  OF  THE  SUBWAY. 

New  York  is  the  most  curiously  shaped  metropolis  in  the  world.  Set  upon 
an  island  long  and  narrow  and  hemmed  about  on  all  sides  by  deep  rivers,  she  is 
precluded  from  expanding  in  any  direction  save  by  ferry  and  bridge.  Those  who 
prefer  to  remain  upon  the  island  day  and  night,  find  more  and  more  difficulty  as 
years  go  by  in  fighting  their  way  from  office  to  home  and  seek  every  expedient  to 
lessen  the  distance  between  the  two.  Time  was  when  the  slowly  dragging  horse- 
car  was  fast  enough  for  their  needs,  but  as  business  increased  and  population 
swelled  New  Yorkers  grew  more  and  more  impatient  of  the  time  consumed  in  their 
daily  journeys  back  and  forth,  the  trolley  was  substituted  for  the  horse  and  the 
Elevated  Railroad  for  the  more  easily  blocked  surface  lines. 

And  still  the  cry  goes  up  for  more  speed  and  less  distance  and  a  new  method 
of  caring  for  the  weary  breadwinners  must  be  found.  There  is  no  space  left  on 
the  surface  of  the  island,  and  the  spider  tracks  of  steel  overhead  are  insufficient 
for  the  city's  needs.  There  is  but  one  way  left — to  tunnel  a  way  between  home 
and  office.  Tunnels  had  been  used  elsewhere — why  not  here?  They  had  been 
tried  here  for  other  purposes,  why  not  for  this? 

THE  FIRST  NEW  YORK  UNDERGROUND  ROAD. 

In  1868  the  State  Legislature  of  New  York,  gave  to  the  New  York  City  Central 
Underground  Company  a  charter  which  granted  the  company  unusual  powers. 
This  company  built  the  first  subway  in  New  York  City  for  local  traffic,  the  present 
Fourth  Avenue  surface  car  tunnel.  It  was  built  at  the  time  -  and  used  for  several 
years  l hereafter — as  an  extension  of  the  trunk-line  roads  upon  which  the  cars  of 
the  \r\v  York  and  Rapid  Transit  Railroad  wen-  brought  singly  and  bv  horse-power 
to  thetT  lower  depot  in  Centre  Street  near  the  site  of  the  present  Criminal  Court 
building. 

If  a  tunnel  could  be  built  under  Fourth  Avenue,  why  not  under  Broadway' 
If  a  short  tunnel  could  be  made  useful,  why  not  a  longer  one? 


BROADWAY  TUNNEL  vs.  WINE  CELLAR. 

These  were  the  questions  asked  and  vaguely  answered  until  one  man,  more 
daring  than  his  fellows  actually  dug  his  tunnel  under  the  most  crowded  part  of 
Broadway,  at  a  depth  lower  than  the  foundations  of  the  adjacent  buildings,  and 
this  too,  without  the  interruption  of  either  traffic  or  business.  And  still,  men 
of  means,  who  are  always  suspicious  of  any  new  scheme,  refused  to  open  their 
pocketbooks,  the  project  of  continuing  the  tunnel  was  abandoned,  and  the  excava- 
tion already  made  was  used  by  a  wine  company  as  a  storage  vault. 

vStill  the  idea  would  not  down,  and  though  for  years  it  slumbered,  it  finally 
awoke  with  increased  vigor  and  demanded  a  hearing. 

THE  MESSAGE  THAT  FORESHADOWED  VICTORY. 

Mayor  Abram  S.  Hewitt  in  his  January  message,  1888,  outlined  the  new 
scheme  from  which  the  present  underground  road  became  a  fact.  In  this  famous 
document  he  made  this  statement: 

"  It  is  evident  that  underground  rapid  transit  cannot  be  secured  by  the  invest- 
ment of  private  capital,  but  in  some  way  or  other  its  construction  must  be  dependent 
upon  the  use  of  the  credit  of  the  City  of  New  York.  It  was  also  apparent  that  if 
such  credit  be  used,  the  property  must  belong  to  the  city.  But  inasmuch  as  it 
would  not  be  safe  for  the  city  to  undertake  the  construction  itself,  the  intervention 
of  a  contracting  party  appears  to  be  indispensable.  To  secure  the  city  against 
loss,  this  company  must  necessarily  be  required  to  give  a  sufficient  bond  for  the 
completion  of  the  work  and  be  willing  to  enter  into  a  contract  for  its  continued 
operation  under  a  rental  which  would  pay  the  interest  upon  the  bonds  issued  by 
the  city  for  the  construction  and  provide  a  sinking  fund  for  the  payment  of  the 
bonds  at  or  before  maturity.  It  also  seems  to  be  indispensable  that  the  leasing 
company  should  invest  in  the  rolling  stock  and  on  the  real  estate  required  for  its 
power  houses  and  other  buildings,  an  amount  of  money  sufficiently  large  to  indem- 
nify the  city  against  loss  in  case  the  lessees  should  fail  in  their  undertaking  to  build 
and  operate  the  railroad." 

Our  city-loving  Mayor  was  still  the  practical  business  man  and  while  he 
advocated  all  speed  in  the  pushing  forward  any  crying  public  need,  he  was  wise 
enough  to  consider  the  ways  and  means  by  which  the  public  need  was  to  be  supplied. 

COMMON  COUNCIL  AND  LEGISLATURE  OBJECT. 

Unfortunately  for  both  New  York  City  and  the  project  of  the  then  Mayor, 
the  scheme  submitted  to  the  Common  Council  and  the  Legislature  of  the  State,' 
was  reported  upon  with  disfavor  by  both  parties  and  nothing  further  could  be  done! 

Five  years  later,  in  1893,  the  Chamber  of  Commerce  took  up  the  matter  and 
appointed  a  Committee  of  which  the  members  were  Ex-Mayor  Hewitt  and  Judge 
Henry  R.  Beekman;  a  second  bill  was  drafted  and  passed  the  Legislature  in  May 
1894! 

Thus  was  brought  into  being  what  was  afterward  known  as  the  "Rapid 
Transit  Commission,"  by  whose  orders  the  present  subway  was  begun.  This  bill 
as  presented,  granted  a  franchise  in  perpetuity  to  a  private  corporation. 


5 


At  the  election  of  that  year,  however,  the  voters  of  New  York  City  decided 
that  the  city  should  "own,  control,  and  operate  all  rapid  transit  roads  thereafter 
erected  within  the  borders  of  the  city,"  and  as  soon  as  the  moneyed  men  dis- 
covered that  the  subway  must  be  owned  and  controlled  by  the  people,  they  became 
unwilling  to  advance  the  proper  sums  for  the  construction  of  the  road. 

Another- provision  of  the  law  made  it  obligatory  upon  the  builders  of  the 
proposed  routes  to  obtain  the  permission  of  the  majority  of  the  adjacent  property 
owners  and  in  default  of  their  consent  to  make  application  to  the  Supreme  Court 
for  consent  to  build  the  road,  despite  the  objections  of  these  owners. 

THE  RAPID  TRANSIT  COMMISSION. 

At  this  time  the  Rapid  Transit  Commission  consisted  of  Alexander  E.  Orr, 
John  H  Starin,  William  Steinway,  Seth  Low,  John  Clafflin,  John  H.  Inman,  Thomas 
F.  Gilroy,  and  Ashbel  P.  Fitch,  Comptroller.  The  Board  made  application  to  the 
city  officials  in  1895  for  its  approval  of  all  lines  mapped  out  by  them  which  was 
substantially  the  course  now  completed.  But  they  were  met  by  new  troubles  all 
along  the  line.  Property  holders  delayed  giving  their  consent,  and,  while  the 
Common  Council  and  other  city  officials  were  willing  to  do  what  lay  in  their  power, 
the  Board  was  obliged  to  apply  to  the  Supreme  Court  for  its  ruling,  and  the  Court 
promptly  decided  that  the  entire  act  was  unconstitutional  and  also  held  that  the 
road  must  extend  from  one  end  of  the  city  to  the  other  and  must  not  exceed 
§50,000,000  in  cost;  and,  as  the  route  as  proposed  by  the  Commission  did  not 
extend  to  the  limits  of  the  city,  additions  to  the  plan  originally  proposed  had  to 
be  made.  These  additions  include  a  route  beginning  at  the  Post-Office  with  the 
loop  for  the  trains  running  from  the  downtown  tracks  to  the  upper,  and  other 
changes  across  the  Harlem  Ship  Canal  and  a  portion  of  the  Spuyten  Duyvil  Creek 
to  Kingsbridge,  etc'  The  Court  finally  approved  of  both  the  changed  route  and 
the  manner  of  construction  of  the  road,  and  now  came  the  question  of  properly 
financing  the  scheme,  and  the  securing  of  a  proper  contractor  to  carry  out  the 
instructions  of  the  Commission. 

CONSTITUTION  OF  NEW  YORK  STATE  AMENDED. 

It  so  happened  that  at  this  time  the  consolidation  of  the  boroughs  of  what 
was  called  for  the  first  time  Greater  New  York,  brought  with  it  such  ail  accumulation 
of  debt  that  it  was  found  necessary  to  amend  the  Constitution  of  the  State  in  order 
to  extend  the  city's  debt  limit.  But  at  the  election  of  November  1899,  this 
amendment  was  adopted  and  the  Commission  was  placed  in  a  position  to  carry 
out  its  project.  The  way  was  now  paved  for  the  consummation  of  the  loflg- 
(  licri  lied  cheme  and  it  became  necessary  but  to  select  a  financial  backer  and  a 
constructor,  for  upon  these  two  pillars  would  rest  the  ultimate  success  of  the 
greatest  underground  railway  system  in  the  world.  Mr.  August  Belmont  satisfied  . 
himself  With  the  details  of  the  scheme  as  presented  and  offered  himself  as  the 
financial  agent,  and  to  Mr.  John  B.  McDonald  was  given  the  execution  of  the 
•  on  tract. 


6 


Till-  CONTRACTOR  AXD  HIS  HID. 


But  two  bids  were  received;  one  for  $39,300,000  by  Andrew  Onderdonk,  and 
the  other  by  Mr.  McDonald,  for  835,000,000.  It  required  a  volume  of  180  printed 
pages  to  contain  the  entire  contract  between  this  city  and  the  contractor.  Plainly 
stated,  however,  the  contract  provided  for  the  organization  of  a  corporation  with 
a  capital  of  86,000,000  for  the  construction  of  the  road  and  to  enter  into  a  contract 
with  the  contractor  to  promote  the  construction,  to  furnish  the  necessary  securitv 
for  him,  and  to  supply  him  with  all  the  financial  aid  necessary  to  be  used  in  the 
undertaking.  The  company  was  organized  by  August  Belmont  &  Company  and 
called  the  Rapid  Transit  Subway  Construction  Company.  For  the  said  considera- 
tion of  835,000,000,  the  contractor  was  to  equip  the  road  in  everything  that  was 
necessary  and  build  it  ready  for  operation.  By  the  terms  of  the  contract,  the 
road  was  leased  by  the  city  to  Mr.  McDonald  for  fifty  years  and  required  in  return 
a  rental  equal  to  the  interest  payable  to  the  city  upon  the  bonds  issued  by  it  to 
provide  means  of  construction  and  also  to  pay  one  per  cent,  on  the  whole  amount 
of  the  bonds  issued  for  its  protection. 

PROFITS  TO  BE  MADE  BY  THE  ROAD. 

There  was  this  exception,  however.  During  the  first  five  years,  no  payment 
was  to  be  made  unless  the  profits  of  the  road  amounted  to  five  per  cent,  per  annum, 
and  further,  during  the  second  five  years,  the  payment  was  to  be  one-half  of  one 
per  cent,  unless  the  profits  amounted  to  five  per  cent,  per  annum.  The  contract 
further  provided  that  the  motive  power  was  to  be  electricity,  but  that  the  Con- 
struction Company  had  the  privilege  of  installing  new  and  approved  methods  of 
locomotion  at  any  time,  by  and  with  the  consent  of  the  Rapid  Transit  Board. 
The  fare  from  one  end  of  the  road  to  the  other  was  to  be  five  cents,  but  the  road 
has  the  privilege  of  providing  parlor  cars  to  the  extent  of  one  car  per  train  and 
in  which  parlor  cars  an  additional  fare  may  be  charged.  The  contractor  has  the 
further  option  of  a  new  lease  of  the  road  for  a  period  of  twenty-five  years,  at  a 
rental  to  be  agreed  upon,  and  the  city  may  buy  the  equipment  at  the  termination 
of  the  lease.  By  the  provision  of  the  contract,  the  city  is  also  held  harmless  from 
all  suit  for  damages, "arising  from  both  the  construction  and  the  operation  of  the 
new  road. 

THE  BEGINNING  OF  Till-  END. 

Four  years  ago  last  March,  Mayor  Robert  A.  Van  Wyc  k  turned  1  he  first  spadeful 
of  earth  in  the  construction  of  the  subway. 

The  other  day  a  trainload  of  newspaper  men  and  other  invited  guests  ot  the 
road  traveled  from  one  end  of  the  road  to  the  other. 

Ten  thousand  men  have  been  working  steadily  for  four  years.  They  have 
exOftVated  3,50^,000  cubic  yards  of  eartli  and  stone;  they  have  built  a  tunnel 
twehty-one  miles  in  length.  The  eost  of  excavating  alone  has  been  one-third  of 
the  entire  outlay. 


8 


ELEVATOR.  104th  STREET  AND  8th;AVEMUE 


9 


BROADWAY  AN'D  100th  STREET 


Ingenious  methods  have  been  used  for  the  protection  of  the  buildings,  pipes, 
subways  and  vaults  and  the  surface  street-railway  lines  and  surface  traffic  in 
general. 

The  subways  of  Paris  and  London  have  been  built  through  clay  and  that  of 
Boston  entirely  through  earth.  In  the  construction  of  the  subway  of  New  York, 
it  has  been  necessary  to  cut  away  nearly  a  million  cubic  yards  of  rock  in  the  open 
and  a  half  a  million  cubic  yards  of  rock  by  tunneling. 

In  the  construction  of  this  new  highway,  there  have  been  used  over  seventy-one 
thousand  tons  of  steel  and  nearly  ten  thousand  tons  of  cast  iron;  over  half  a  million 
yards  of  concrete  and  nearly  a  million  square  yards  of  waterproofing.  But  a  track 
has  been  constructed  that  is  over  three  hundred  thousand  lineal  feet  in  length, 
seven-tenths  of  the  entire  length  being  underground  and  sixty  thousand  feet 
overhead. 

THE  COST  TO  THE  CITY. 

The  cost  to  the  city  will  be  in  the  neighborhood  of  840,000,000  which  sum 
is  entirely  covered  by  bonds. 

Mr.  John  G.  McDonald,  the  contractor,  is  expending  nearly  $20,000,000  more 
for  equipment ;  it  being  understood  that  the  McDonald  Company  will  operate  the 
road  for  fifty  years  to  come.  During  this  fifty  years,  however,  the  Company  is 
to  pay  to  the  city  the  S40.000.000  advanced,  and  at  the  completion  of  this  term 
of  half  a  century,  the  city  will  be  the  possessor  of  the  subway  and  the  equipment 
is  to  be  turned  over  at  a  fair  price. 

HOW  THE  TUNNEL  WAS  BUILT. 

In  the  formation  of  the  tunnel,  the  usual  method  is  known  as  the  "Cut  and 
Cover"  method.  In  this  one  side  of  the  street  is  blasted  out  to  the  depth  of  some 
thirty  or  more  feet  and  one-half  of  the  subway  built  in  the  trench  as  dug.  It  was 
necessary,  however,  in  some  places  to  open  both  sides  of  the  street  at  once  and 
often  in  places  where  the  surface-car  lines  had  to  be  supported  bridges  and 
trestles  and  long  lines  of  streets  of  boards  were  constructed. 

As  completed,  the  main  part  of  the  subway  is  built  in  a  shallow  trench,  with 
a  roof  to  support  the  surface  of  the  street.  This  has  been  considered  preferable  to 
the  deep  tunnels  used  in  London  and  Paris.  In  places,  however,  the  road  has 
been  obliged  to  cut  through  rocky  hills  and  twite  it  has  had  to  pass  under  the 
bed  of  a  river,  and  here,  of  course,  a  deep  tunnel  bec  ame  necessary. 

NEW  YORK'S  IH'SIKST  Tib  >R<  >  I' Gil  FAR  E, 

Of  course  lower  Broadway  is  one  of  the  busiest  of  streets  and  it  would  be 
impossible  to  obstruct  its  traffic.  During  the  building  of  the  tunnel  under  this 
thoroughfare,  crowds  were  passing  overhead  in  utter  ignorance  of  any  excavating 
going  on  beneath  their  feet.  The  ground  is  very  soft  at  this  point  and  the  workmen 
wen-  thus  able  to  make  steady  progress,  and  put  in  braces  to  support  the  street 
as  fast  as  they  proceedc  L 


i  u 


How  quietly  they  have  worked-  is  illustrated  by.  this  incident.  A  gentleman 
vitally  interested  in  the  work  and  whose  office  is  on  this  lower  Broadway, 
'phoned  the  subcontractor  having  that  part  of  the  work  in  hand,  and  complained 
that  this  part  of  the  work  was  not  pushed  fast  enough  and  added  that  if 
he  didn't  start  work  soon,  he  would  not  get  his  section  done  on  time.  "  Don't 
worry,'-  was  the  reply.  '  I  have  had  two  hundred  Italians  under  your  feet  day 
and  night  for  these  many  weeks  and  my  excavation  is  nearly  completed."  And 
thus  in  some  places  the  earth  had  been  hollowed  out  under  streets  while  the  passers- 
by  were  ignorant  that  any  but  the  merest  preliminary  work  had  been  or  was  being 
<:  ne.  In  others  the  streets  lay  open  with  all  the  secrets  of  badly  built  and  badly 
cared  for  underground  laid  bare  to  the  gaze  of  the  curious. 


BEAUTY  THE  HANDMAID  OF  UTILITY. 

For  once,  beauty  has  been  made  the  handmaid  of  a  great  municipal  under- 
taking. Architects,  designers,  painters,  have  been  called  in  with  suggestions, 
advice  and  practical  demonstration  of  what  could  be  utilized  in  William  Morris' 
idea  of  beautifying  the  useful.  Colored  tiles  decorate  the  walls  of  the  stations. 
Letters  and  symbols  in  every  corner,  in  every  detail,  assist  the  traveler  in  the 
detection  of  the  number  and  name  of  the  station  at  which  he  is  alighting.  Pottery, 
faience,  and  marble  are  used  in  numberless  tints  and  designs.  Glass  roofs  give 
the  stations  plenty  of  light  which  is  diffused  from  the  glazed  tiles  and  various 
decorations.  Every  possible  means  of  decorating  and  beautifying  the  subway  has 
been  made  use  of. 

Our  morning  and  evening  rides  through  the  tunnel  will  be  pleasure  excursions 
through  long,  broad,  airy  passages,  relieved  here  and  there  by  commodious,  well- 
lighted  rooms,  colored  in  a  kaleidoscopic  variety  of  tints. 


THE  ARCHITECTURAL  LEAGUE'S  TRIBUTE. 

At  the  annual  exhibition  of  ♦he  Architects'  League  last  winter,  a  number  of 
signs  and  numbers  of  the  stations  were  on  view  and  the  various  sizes  and  colors 
and  general  idea  were  criticized  by  those  who  had  in  mind  the  stereotyped  blue 
and  white  lettering  of  our  present  elevated  road.  As  a  matter  of  fact,  no  two 
stations  look  alike,  and  in  many  places  the  decorations  tell  a  story  in  a  pictorial 
For  instance,  the  decoration  at  Astor  Place  is  a  beaver,  suggesting  the  story 
of  the  AstOr  family.  At  Bleeeker  Street,  the  name  in  large  letters  is  inserted  in 
a  broad  Line  panel  and  an  artistic  B  is  woven  here  and  there  in  the  frieze.  At 
Fourteenth  Street  there  is  a  shield  carried  by  an  eagle.     At  Twenty-third  Street. 

there  ia  a  wainscoting  of  pink  Georgia  marble  and  innumerable  23s  in  plaques. 


1  • 


BROOME  AND  EEM  STREETS 


DISADVANTAGES  OF  SHALLOW  SUBWAYS  OBVIATED. 


In  the  sections  now  completed,  a  form  of  construction  has  been  employed 
that  is  designed  to  obviate  the  disadvantages  of  the  shallow  subways  previously 
built.  The  subway  must  be  dry.  Others  have  been  known  to  leak,  because, 
though  waterproof  on  the  bottom,  they  had  not  been  waterproofed  to  the  top  on 
the  sides,  or  on  the  roof.  The  New  York  Subway,  however,  is  built  with  top, 
sides,  and  bottom  of  concrete  and  waterproofing  in  alternate  layers,  incasing  a 
framework  of  steel  beams.  The  roof  is  supported  by  steel  pillars  five  feet  apart 
and  set  in  parallel  rows  in  concrete  top  and  bottom.  The  subway  is  therefore, 
a  long  corridor,  thoroughly  waterproofed.  Its  shallowness  makes  it  possible  to 
do  away  with  artificial  ventilation.  It  is  calculated  that  enough  air  will  enter 
at  the  stations  to  keep  the  tunnel  fresh  and  sweet,  and  that  the  current  of  air 
caused  by  the  cars  will  keep  the  air  in  motion. 

CHANGES  IX  THE  ORIGINAL  PLAX. 

Since  the  first  agitation  by  the  public  at  large  for  an  extension  of  the  system, 
many  additions  have  been  made  to  the  original  loop.  As  now  planned,  the  subway 
connects  with  a  tunnel  passing  under  the  East  River  to  Brooklyn,  with  stations 
at  Brooklyn  Borough  Hall,  Atlantic  Avenue,  Prospect  Park,  etc.,  making  provision 
for  rapid  transit  to  the  Borough  of  Brooklyn  by  numerous  arteries  of  the  original 
subway  system,  all  connected  with  the  original  plant  devised  solely  tor  the 
Boroughs  of  Manhattan  and  The  Bronx.  However,  the  Board  has  granted  a 
franchise  for  a  tunnel  system  passing  from  Weehawken  in  Xew  Jersey,  across 
the  Xorth  River  under  Manhattan  Island  to  the  Borough  of  Queens  by  a 
double  tunnel  under  the  North  River,  ending  in  a  massive  depot  covering  the 
blocks  bounded  by  Seventh  and  Ninth  Avenues  and  Thirty-first  and  Thirty- 
third  Streets.  From  this  underground  station  three  tunnels  arc  to  extend 
under  the  East  River  into  the  Borough  of  Queens,  giving  the  Pennsylvania 
Railroad  Companv  direct  communication  not  only  with  Manhattan  Island,  but 
with  the  extremities  of  Long  Island.  Furthermore,  there  is  a  further  tunnel 
completed  by  the  New  York  and  New  Jersey  Railroad  Company  and  which  has 
been  over  twenty  years  in  building,  that  enters  Manhattan  at  Morton  Street. 
This  tunnel  is  to  be  used  for  trolley  cars  only. 

PRACTICAL  NEEDS  OF  RAPID  TRANSIT. 

The  question  of  rapid  transit  is  one  of  the  most  puzzling  of  all  questions  to 
those  who  live  in  large  cities.  The  means  of  travel  between  one's  home  and  one's 
place  of  business  becomes  one  of  the  economics  of  the  citizens  of  all  large  com- 
munities. Most  cities  of  any  size  arc  so  situated  that  lines  of  travel  may  be 
extended  in  any  and  every  direction.  London,  Paris,  Vienna  Chicago,  Boston — 
ill.  i  are  examples  where  the  city  proper,  the  business  center,  is  but  a  point  from 
which  radii  extend  in  every  direction  and  those  who  live  within  a  circle  oi  live, 

1  l 


ten  or  twenty  miles,  secure  what  is  popularly  known  as  rapid  transit  between 
their  places  of  business  and  their  homes.  Manhattan  Island,  however,  is  of  such 
peculiar  formation  that  traffic  of  this  kind  must  needs  go  in  one  direction,  north 
and  south.  We  go  north  to  our  homes  and  south  to  our  places  of  business.  It 
has  become,  therefore,  one  of  the  most  puzzling  questions  of  the  day,  to  accom- 
modate the  thousands  of  travelers  bent  upon  the  same  journey  at  the  same  moment. 
Take  the  surface  roads  for  example:  The  various  surface  lines  running  north  and 
south  carrv  between  the  hours  of  seven  and  nine  100,000  persons  in  one  direction, 
south,  and  between  the  hours  of  five  and  six  carry  these  same  100,000  persons 
back  to  their  homes.  , 

what  Tin-:  surface  cars  carry  to-day. 

It  is  estimated  that  on  an  average,  seventy-six  thousand  persons  travel  on 
these  same  surface  roads  from  their  homes  to  places  of  amusement  every  evening 
in  the  year  and  back  again  after  the  performances  are.  over.  This  of  course,  is 
making  no  allowance  on  the  elevated  roads  during  these  same  hours.  These  two 
combined  means  of  transportation  have  been  proven  to  be  insufficient  for  those 
who  would  liv.e  on  or  near  Manhattan  Island,  and  consequently  numbers  of  suburban 
places  in  Jersey  and  Long  Island  separated  by  ferry  and  bridge  from  the  business 
center  of  the  town  have  been  selected  by  those  who  have  business  interests  on 
lower  Manhattan  Island.  So  soon  as  it  was  found  that  both  the  surface  and 
elevated  railroads  were  insufficient  for  the  practical  needs  of  the  city,  various 
schemes  for  underground  transportation  were  conceived  and  presented  for  practical 
solution. 

SPEED  OF  EXPRESS  TRAINS. 

Express  trains  making  thirty  miles  an  hour  are  run  on  the  subway  tracks 
between  One  Hundred  and  Forty-fifth  Street  and  City  Hall,  stopping  at  stations 
a  little  over  a  mile  apart.  The  local  trains,  which  make  about  fifteen  miles  an 
hour,  stop  every  few  blocks. 

The  express  stations  are:  Brooklyn  Bridge,  Fourteenth  Street,  Forty-second 
Street  and  Madison  Avenue  (Grand  Central  Station),  Seventy-second  Street  and 
Ninety-sixth  Street. 

Electric  cars  in  trains  running  on  the  third  rail  system  are  used  in  the  tunnel. 


WHO  ARE  THE  COMPANY'S  DIRECTORS. 

The  original  Rapid  Transit  Subway  Construction  Company,  behind  which  is 
at  present  the  I  ntcrborough,  but  which  is  still  the  actual  constructing  company, 
had  as  its  officers:  August  Belmont,  President  Walter  (i.  ( >akman,  Yicc- President  , 
John  P.  Muck,  Treasurer,  and  II .  M.  Fisher,  Secretary. 

if. 


1— HOWARD  AND  ELM  STREETS  2— BROADWAY  AND  64th  STREET 

3— BROADWAY  AND  135th  STREET 


17 


The  Interborough  Rapid  Transit  Company,  which  will  operate  the  road  when 
finished,  has  for  its  officers:  August  Belmont,  President;  E.  P.  Bryan,  Vice- 
President  and  General  Manager  and  the  same  persons  for  Treasurer  and  Secretary 
as  the  Construction  Company  ;  its  consulting  engineer  is  George  Gibbs;  its  master 
mechanic,  W.  P.  Thompson;  its  signal  engineer,  J.  N.  Waldron,  and  his  assistant, 
W.  S  Sutton. 

CHARACTER  AND  EXECUTIVE  ABILITY  OF  THE  CONTRACTOR. 

Money,  great  power  though  it  be,  has  its  limitations;  it  will  not  buy  character, 
brains  nor  the  splendid  executive  ability  necessary  to  carry  out  the  stupendous 
enterprise  now  established  from  a  financial  standpoint. 

A  novice,  too,  could  not  be  selected  for  the  work,  for  it  was  most  essential 
that  a  man  whose  previous  career  and  record  for  the  successful  accomplishment 
of  large  engineering  exploits  were  such  as  to  inspire  the  public  and  the  financial 
backers  with  confidence  in  his  ability  to  create,  promote  and  successfully  terminate 
the  greatest  underground  enterprise  ever  conceived  of  in  all  history. 

In  all  the  great  contracting  world,  only  two  men  had  had  the  temerity  to  come 
forward  and  make  a  bid  for  the  subway,  and  to  Mr.  John  B.  McDonald,  whose  estimate 
was  four  million  dollars  lower  than  his  competitor's,  was  awarded  the  contract. 

THIS  BUILDER  A  FAMILIAR  FIGURE. 

For  years,  Mr.  McDonald  had  been  a  familiar  figure  in  public  life;  from  the 
time  that  he  contracted  in  connection  with  Messrs.  Dillon,  Clyde  &  Co.  for  the 
building  of  the  northern  part  of  the  tunnel  of  the  New  York  Central  Railroad 
between  Ninetieth  and  One  Hundredth  Streets. 

Following  this,  he  assisted  in  the  construction  of  the  Boston  and  Iloosac  Tunnel. 
After  supervising  the  building  of  a  bridge  across  the  Hudson  River,  Mr.  McDonald 
turned  his  attention  to  railroad  construction  and  contracted  with  the  Delaware, 
Lackawanna  and  Western  Railroad  to  extend  the  road  from  Binghamton  to  Buffalo. 
The  West  Shore  and  Baltimore  and  Ohio  Railroad  companies  also  secured  his 
services  and  the  extension  of  the  latter  road  from  Baltimore  to  Philadelphia  was 
done  under  his  supervision.  He  was  also  successful  in  securing  the  four-million- 
dollar  contract  from  the  Illinois  Central.  Then  the  Pennsylvania  Railroad  and 
the  Potomac  Valley  needed  branches,  and  Mr.  McDonald  was  again  called  to  the 
work. 

One  of  his  greatest  achievements  in  the  line  of  railroading,  witli  the  exception 
of  the  subway,  was  the  building  of  the  Baltimore  Belt  Railroad  which  carries  the 
Baltimore  and  Ohio  Railroad  under  the  streets,  houses  and  great  buildings  of  the 
City  ol  Baltimore,  This  enterprise  was  carried  on  under  the  name  of  the  Maryland 
Const  met  ion  Company,  with  whom  were  associated  John  K.  Cowan,  the  President 
Of  the  Baltimore  and  (  Ihio  Railroad  Company  and  Samuel  Rhea,  now  Vice-President 
of  the  Pennsylvania  Railroad  Company. 


IS 


BROADWAY  AND  71st  STREET 


JEROME  PARK  RESERVOIR. 

But  it  was  not  alone  in  tunneling  and  in  railroad  construction  that  Mr.  McDonald 
had  displayed  his  genius.  His  splendid  ability  was  also  recognized  in  the  working 
out  of  the  gigantic  enterprise — the  building  of  the  Jerome  Park  Reservoir,  begun 
in  1895.  The  original  contract  was  for  $6,000,000.  but  will  probably  exceed  that 
amount  before  completion. 

The  outline  of  the  reservoir  is  somewhat  unique,  being  irregularly  oblong, 
about  one  mile  long  and  one  and  one-half  miles  in  width,  covering  an  area  equal 
to  three  hundred  acres.  It  forms  almost  an  artificial  lake,  bounded  on  the  north  by 
Van  Cortland  Park,  Kingsbridge  Road  on  the  south,  Jerome  Avenue  on  the  east 
and  Sedgwick  Avenue  on  the  west.  Its  estimated  capacity  is  2,000,000,000 
gallons  of  water. 

There  could  surely  be  no  mistake  in  choosing  a  man  with  this  record  to  carry 
out  the  building  of  the  subway,  for  whatever  obstacles  were  met  with  in  the  course 
of  construction,  the  public  would  feel  confident  that  Mr.  McDonald  would  find 
them  quite  surmountable. 

SOMETHING  ABOUT  THE  SUBWAY  BACKER. 

Although  the  subway  project  had  been  before  the  public  some  ten  years,  its 
financial  status  was  still  discouragihgly  dark  in  the  fall  of  1899.  The  powers  that 
be  in  the  world  of  capital,  realizing  that  a  perpetual  franchise  would  not  be  granted 
to  any  one  corporation  and  that  this  new  thoroughfare  would  be  distinctly  under 
the  control  of  the  city,  were  far  from  enthusiastic  regarding  the  financial  backing 
of  the  underground  enterprise. 

"To  Harlem  in  fifteen  minutes"  was  still  a  desirable  but  extremely  vague 
possibility.  The  Board  of  Rapid  Transit  Commissioners  had  been  most  active 
and  persevering  in  their  appeals  to  the  moneyed  powers  controlling  the  New  York 
Central  systems  and  the  Metropolitan  Street  Traction  interests,  but  these  financiers 
still  failed  to  be  convinced  of  the  profit  and  practicability  of  this  much  talked  of 
scheme. 

However,  a  great  opportunity  is  seldom  lost  for  the  lack  of  a  great  individual, 
and  so,  at  the  critical  moment,  when  the  spirits  of  New  Yorkers  were  at  their  lowest; 
when  it  looked  as  though  all  the  cherished  plans  would  exist  only  on  paper,  August 
Belmont,  head  of  the  banking  firm  of  August  Belmont  &  Company  announced 
his  willingness  to  capitalize  the  new  project  and  assume  the  financial  responsibility 
attending  such  a  step. 

A  CHANGE  IN  THE  SITUATION. 

The  situation  at  once  changed,  and  although  now  January,  all  the  formalities 
incidental  to  the  commencement  of  work  on  the  subway  were  covered  and  the 
In  '  movement  along  the  line  of  construction  was  made  by  the  turning  of  a  shovel 
of  earth  by  ex-Mayor  Robert  A.  Van  Wyck,  on  the  t went  v-lourt h  day  of  March, 
1900,  in  the  midst  of  most  elaborate  ceremonies  and  111  the  presence  of  crowds  of 

people. 


PARK  AVENUE,  EAST  HEADING 


BROADWAY  AND  50th  STREET  " 


21 


There  can  be  no  doubt  but  that  the  success  of  the  tunnel  scheme  is  directly 
due  to  Mr.  Belmont's  enterprise  in  this  matter  of  municipal  importance. 

August  Belmont  is  a  New  Yorker  by  birth  and  from  a  boy  has  had  unsurpassed 
training  in  financial  affairs,  his  father,  the  late  August  Belmont,  being  for  many 
years  one  of  the  recognized  leaders  in  the  financial  world. 

After  graduating  from  Harvard  College  in  1875,  Mr.  Belmont  identified  himself 
with  his  father's  banking  house,  and  his  natural  ability  in  connection  with  his 
hard  work  and  careful  attention  to  details  made  it  possible  for  him  to  assume 
entire  charge  of  affairs  and  become  the  head  of  the  banking  house  following  the 
death  of  his  father  in  1890. 

AS  A  RAILROAD  MANAGER. 

In  addition  to  the  subway,  many  railroads  throughout  the  United  States  owe 
their  reorganization  and  prosperous  condition  to  his  skilful  management  and 
untiring  efforts. 

While  Chairman  of  the  Board  of  Directors  of  the  Louisville  and  Nashville 
Railway,  he  made  that  system  one  of  the  chief  in  this  country. 

In  banking  institutions,  Mr.  Belmont's  ability  is  also  recognized  and  he  is  at 
the  present  time  President  of  the  First  National  Bank  of  Hempstead  and  Director 
of  the  National  Park  Bank,  besides  being  President  of  the  Interborough  Rapid 
Transit  Company  and  the  Rapid  Transit  Subway  Construction  Company. 

NEW  YORK  THE  MECCA  OF  SUCCESSFUL  ENTERPRISE. 

Philosophers  tell  us  that  the  ancient  Greeks  were  the  most  cultured  of  all 
races,  because  they  flocked  to  the  cities;  because  instead  of  living  on  isolated 
farms,  and  in  the  suburbs,  they  congregated  in  populous  towns  and  insisted  upon 
a  constant  interchange  of  ideas  and  opinions.  Perhaps  it  may  not  be  truthfully 
claimed  that  New  York  has  become  the  Mecca  of  culture  and  refinement,  but  it  is 
rapidly  assimilating  the  wealth  and  the  wealth-makers  of  the  world,  and  it  is  here 
that  the  gold-tipped  wand  of  Enterprise  is  surest  of  effecting  magic  cures.  New 
Yorkers  are  wont  to  boast  of  their  superiority  over  the  rest  of  mankind,  and  at 
last  they  have  good  reason  for  their  boast.  In  an  incredibly  short  time,  and  in 
spite  of  popular  prejudice,  and  legal  and  civic  hindrance,  it  has  accomplished  one 
of  the  most  stupendous  feats  of  business  and  mechanical  engineering  the  world 
has  ever  seen,  and  the  beauty  of  it  all  is  that  its  brains  and  its  millions  have  co- 
opcrati  i  in  the  amelioration  ol  presenl  conditions,  and  lor  the  purpose  oi  giving 
th'  in.,  t  vital  a    islam  r  to  its  citizens,  in  their  hurly-burly  existence. 

The  New  York  Subway  is  an  accomplished  fact.  The  joke  of  "  fifteen  minutes 
to  Harlem"  lias  become  a  reality.  The  home  and  the  office  of  the  Manhattan 
I  lander  have  been  brought  within  the  shortest  possible  distance  ot  each  other 
and  the  road  hub  been  bcuutificd  for  the  traveler. 


23 


STATION" — BROADWAY  AXD  50th  STREET 


34th  STREET  TUNNEL 


23 


LAFAYETTE 


STEEL  *M*SOM«Y         MASONRY  ARCHfc_  STEEL  ELEVATED 


MAP  and  PROFI  LE 

— <or«— 

R A I LW AY 


Kvu-»«P     a  It 


SUB-COXTRACTORS  AXD  SECTIONS. 


Section  i. 
City  Hall  Loop,  Park  Row  and  Centre  Street 
to  center  line  of  Chambers  Streets.  Degnon 
Contracting  Co.,  Sub-Contractors.    Open  cut. 
Nature  of  excavation — earth. 

Section'  2. 
From  the  center  line  of  Chambers  Street 
along  Centre  Street  and  Elm  Street  to  the 
center  line  of  Great  Jones  Street.  Degnon 
Contracting  Co.,  Sub-Contractors.  Open  cut. 
Nature  of  excavation— earth. 

Section  3. 
Lafayette  Place  from  the  center  line  of  Great 
Jones  Street  to  Astor  Place,  and  Fourth  Ave- 
nue from  Astor  Place  to  100  feet  north  of  the 
center  line  of  Thirty-third  Street.  Holbrook, 
Cabot  &  Daly,  Sub-Contractors.  Open  cut. 
Nature  of  excavation — rock  and  earth. 

Section  4. 
From  100  feet  north  of  the  center  line  of 
Thirty-third  Street  along  Fourth  Avenue  to 
the  center  line  of  Forty-first  Street.    Ira  A. 
Shaler,  Sub-Contractor.    Rock  tunnel. 

Section  5-A. 
From  the  center  of  Forty-first  Street  and 
Fourth  Avenue  along  Fourth  Avenue  to 
Forty-second  Street,  along  Forty-second 
Street  to  Broadway,  along  Broadway  to  the 
center  line  of  Forty-seventh  Street.  Degnon 
Contracting  Co.,  Sub-Contractors.  Open  cut. 
Nature  of  excavation — earth  and  rock. 

Section  5-B. 
From  the  center  line  of  Forty-seventh 
Street  and  Broadway  to  the  north  end  of  the 
station  at  Columbus  Circle,  Sixtieth  Street  and 
Broadway.  Naughton  &  Co  ,  Sub-Contrac- 
tors. Open  cut.  Nature  of  excavation — 
earth  and  rock. 

Section  6-A. 

From  Sixtieth  Street  and  Broadway  to 
Eighty-second  Street  and  Broadway.  Will- 
iam Bradley,  Sub-Contractor.  Open  cut. 
Nature  of  excavation — earth  and  rock. 

Section  6-B 
From  Eighty-second  Street  and  Broadway 
to  the  center  line  of  One  hundred  and  fourth 
St  ro  t  and  Broadway.  William  Bradley, 
Sub-Contractor.  Open  cut.  Nature  of  ex- 
cavation--earth  and  rock. 

Section  7. 
From  a  junction  with  the  main  line  on 
Broadway,  easterly  tinder  private  property  to 
One  hundred  and  fourth  Street,  along  One 
hundred  and  fourth  Street  I"  Central  Park, 
under  the  northwe  I  corner  oi  Central  Park  to 
the  1  enter  line  of  One  hundred  and  tenth 
Street  and  LetlOX  Avenue  Parrell  &  Hopper, 
Sub  "Contractors.     Rock  tunnel. 


Section  S. 
From  the  centre  line  of  One  hundred  and 
tenth  Street  and  Lenox  Avenue  to  100  feet 
north  of  the  center  line  of  One  hundred  and 
thirty-fifth  Street  and  Lenox  Avenue.  Far- 
rell  <S:  Hopper.  Sub-Contractors,  in  sub-let  to 
John  C.  Rodgers.  Open  cut.  Nature  of  ex- 
cavation — earth . 

Section  o-A. 
From  a  point  100  feet  north  of  the  centre 
line  of  One  hundred  and  thirty-fifth  Street 
and  Lenox  Avenue  to  the  center  line  of  Girard 
Avenue  in  the  Borough  of  The  Bronx.  McM  al- 
ien &  McBean,  Sub-Contractors.  Harlem 
River  Tunnel. 

Section  9-B. 
From  the  center  line  of  Girard  Avenue  to 
the  west  building  line  of  Brook  Avenue  and 
Westchester  Avenue  John  I'  Rodgers,  Sub- 
contractor. Open  cut.  Nature  of  excava- 
tion— earth  and  rock 

Section  10. 
Viaduct  on  Westchester  Avenue,  Southern 
Boulevard  and  Boston  Road,  from  Brook 
Avenue  to  Bronx  Park.  Terry  <S:  Tench  Co., 
Sub-Contractors,  steel-work;  E.  P.  Roberts, 
Sub-Contractor,  foundations. 

Section  hi. 
From  the  center  line  of  One  Hundred  and 
fourth  Street  and  Broadway  to  10  feet  north 
of  the  south  side  of  One  hundred  and  twenty- 
fifth  Street  on  Broadway,  john  Shields,  Sub- 
Contractor.  Open  cut.  Nature  of  excava- 
tion— earth  and  rock. 

Section  12. 
Manhattan  Valley  Viaduct,  from  One  hun- 
dred and  twenty-fifth  Street  to  the  north 
building  line  of  One  hundred  and  thirty- 
third  Street  on  Broadway  Terry  &  Tench, 
Sub-Contractors,  steel-work,  E.  P.  Roberts, 
Sub-Contractor,  foundations. 

Section  13. 
From  the  north  building  line  of  One  hun- 
dred and  thirty-third  Street  and  Broadway, 
along  Broadway  to  Eleventh  Avenue,  along 

Eleventh  Avenue  to  the  center  line  of  One 
hundred  and  eighty-fust  Street  James 
Pilkington,  Sub-Contractor.     Rock  tunnel, 

Section  14, 
Prom  the  center  line  of   One  hundred  and 
eighty-first    Street    and    Eleventh  Vvenue, 
along  Eleventh  Avenue  to  Hillside  Avenue  at 

Fori  George  John  B.  McDonald,  Sub-Con- 
t  factor.     Rock  tunnel. 

Section  15 
Viaduct  from  Port  George  northerly  to  The 
Bronx  .it  Kingsbridge    Terry  &  Tench,  Sub* 
Contractors,  neel-work;  B.  P.  Roberts,  Sub- 
1 "« >  1 1 1  rai  tor,  foundational 


3(> 


ELM  AND  BOND  STREETS. 
27 


FACTS  WORTH  KNOWING. 


Time  required  to  construct  subway — four  years. 


Number  of  men  employed   10,000 

"       "    cubic  yds.  of  excavation  3,508,000 

Viz.:  cubic  yards  of   earth  2,137,000 

"      "     rock;  open  cut   963,000 

"      "       "     tunneL   408,500 

Cost  of  excavation  about  813,000,000 


MATERIALS  USED. 

7 1 ,000  tons  of  steel. 
10,000    "     "  cast  iron. 
580,000  cubic  yards  of  concrete. 
i,oco,ooo  yards  of  water-proofing. 
1,000,000  barrels  of  cement. 


Length  of  track — lineal  feet  305,000 

Viz.:  underground     "     "   245,000 

elevated  "    "   60,000 

BIDS  SUBMITTED  FOR  NEW  YORK  SUBWAY  AND  EXTENSION. 

Andrew  Ouderdord  $39,300,000 

John  B.  McDonald   35.000.000 

BROOKLYN  EXTENSION. 

Rapid  Transit  Subway  Construction  Company. 

For  Construction  $2,000,000 

For  Terminals  and  Real  Estate   1,000,000 

Brooklyn  Rapid  Transit  Company. 

For  Construction  $7,000,000 

For  Terminals  and  Real  Estate   1,000,000 


Contracts  awarded  to  John  B.  McDonald  and  Rapid  Transit  Subway 
Construction  Company. 

The  contract  for  the  construction,  equipment  and  operation  of  the  Manhattan 
Bronx  Subway  was  awarded  to  John  H.  McDonald. 

Mr.  Mi  Donald  transferred  the  contract  for  construction  to  the  Rapid  Transit 
Subwa\  Construe  timi  Company,  and  the  contract  for  equipment  and  Operation  to 
the  Intcrliorou^h  Rapid  Transit  Company. 

The  lea  '•  1 1 1  the  operating  company  runs  for  a  period  of  fifty  years  with  the  privi- 
lege of  renewal  for  an  additional  twenty-live  years. 


28 


SIDE  VIEW  HARLEM  VIADUCT 


VIADUCT   WKSTCHF.STKK  AVKNIM'. 


E  N  An  ELEDB  Rl  C  K 


For  the  only  Model  Station  of  the  New  YorR  Subway 
completed  as  per  original  specification  supplied  by 
us  for  the  5*^th  St.  Circle  Station  in  2d  quality  goods 

ENAMELED  SUBWAY  TILE  ir.LV™! 

used    in    the    Stations    of    the    Boston    Subway  j& 


American  Enameled  Brick  $  Tile  Co. 

w<  ship .  m„kets  ijom  i  MADISON  AVENUE,  N.  Y.  CITY 

Maine  to  California,  U.S.A.,  and  from 

Canada,  N.  A.,  to  Buenos  Aires,  S.A.  Factory:   SOUTH   RIVER,   NEW  JERSEY 


CAPACITY:    3,000,000    PER  ANNUM 

33 


INTERBOROUGH  RAPID  TRANSIT  CO.  STOCK 
LACKAWANNA  STEEL  CO.  STOCK  AND  BONDS 

DEALT  IN 

MISCELLANEOUS  SECURITIES  IN  ALL  MARKETS 


HIGH  GRADE  BONDS 


J.  WILLET  HALL 

TELEPHONE,  4309  BROAD  BANKER  25   BROAD  ST.,   NEW  YORK 


TEMPORARY  TIME  TABLE 

LOCAL  TRAINS 

5  A.  M.  to  6  A.  M.  every  four  minutes. 

6  A.  M.  to  8.30  P.  M„  every  three  minutes. 
8.30  P.  M.  to  midnight,  every  tix  minutes. 
Midnight  to  5  A.  M,,  every  ten  minutes, 

EXPRESS  TRAIN  SCHEDULE 

Express  trains  will  move  between  the  terminals  of  the  west  side  branches 

as  follows: 

6  30  A.  M.  to  7  A.  M.,  every  five  minutes, 

7  A.  M.  to  10  A.  M.,  every  four  minutes, 
10  A.  M.  to  2  P.  M„  every  ten  minutes. 

2  P.  M.  to  4  P.  M.f  every  six  minutes. 
4  P.  M.  to  7  P.  M,,  every  four  minutes. 
7  P.  M.  to  10  P.  M..  every  five  minutes. 
10  P.  M.  to  11  P.  M.  every  ten  minutes. 


1860  THE  1904 

WASHINGTON  LIFE  INSURANCE  CO. 

:  OF  NEW  YORK 

M 

W.   A.   BREWER,   Jr.,  Prcs't 

Assets,         -        -        -  $17,000,000 

T'fr'  III  U.:'l 

141  Broadway,  New  York 


■Will  STRKKT  S  I'.VI  l<  >\ 


„  PARTITIONS,  COUNTERS, 
RAILINGS,      TABLES,  &c. 

Also 

LODGE,  BANK,  SCHOOL  and 
SALOON  FURNITURE 


Manufacturer  of 


Roll  Top  Desks  and  Office  Furniture 


OF  ALL  KINDS. 


WALTER  F.  BARNES,  372  BROADWAY, 

Telephone  1066  FranKlin 


Near 
FRANKLIN  ST., 

NEW  YORK 


ESTABLISH  ED  1848 

WILLIAM    L.  CROW 
General  Contractor 

287  FOURTH  AVENUE  -  -  NEW  YORK 

BUILDER  OF  SUB-STATION  POWFR  HOUSES 
NOS.  8  AND  17 


For  Advertising  in  Subsequent  Editions 


APPLY  TO 


BURROUGHS  &  CO.,  Publishers 

29  BROADWAY,  N.  Y. 


HISTORY  OF 
CONEY  ISLAND 


CONTAINING 

Half=tone  Pictures  of 

Beautiful  Luna  Park, 

Dreamland, 

Steeplechase  Park, 

and    all  other  Attractions 

PRICE,    lO  CENTS 


BURROUGHS  &  CO.,  Publishers 

2  <>    li  R  ()  A  I)  W  A  Y,    N  E  W    YORK    CI  T  Y 


~£W    w~]AVE  you  Locomotor 
Ataxia  ? 

Have  you  lost  the 
power  of  locomo- 
tion ? 

Suffer  from  Shooting  Pains  ? 
Yes! 

Well !  we  can  overcome  all  of 
this  in  our  Curative  Boot, 

Cost  you  nothing  to  try. 

Why  net  see  us  ? 


HILGERT  CURATIVE  FOOT-GEAR  INSTITUTION 

M  WEST  26th  STREET,  NEW  YORK 

Telephone  je^n  Madison  Square 


39 


THE  BON-VEE-VON  LUNCHEON  BOX 

Looks  Like  a  Camera.  Is  Built  for  the  Comfort  of  the  liner  Man 

We  offer  three  styles  and  sizes  of  the 
Bon-Yee-Yon,  to  suit  the  taste  of  man, 
woman  and  child.     Price,    2.00  each. 

The  large  one,  size  8  in.  wide,  5  in.  deep 
and  7  in.  high,  is  suitable  for  the  sports- 
man or  the  man  whose  absence  is  ex- 
tended beyond  a  single  meal.  Will  hold 
enough  food  and  liquid  for  all  day. 
■  The  smaller  size  Bon-Yee-Von  is  par- 
ticularly adapted  for  "the  noonday  meal 
away  from  home."  It  appeals  to  teachers,  school  children,  travelers,  mechanics,  busi- 
ness and  railroad  men  who  are  seeking  comfort  in  the  face  of  a  necessity.  In  the 
MUSIC  ROLL  EFFECT.  Appeals  to  women  because  of  its  neat,  refined  appearance 
and  its  compact  form.  We  commend  it 
to  all  who  are  averse  to  the  crowded  and 
noisy  lunch  rooms  of  our  large  cities. 

As  the  illustration  shows,  the  cover  and 
handle  resemble  a  music  roll.  The  in- 
terior consists  of  a  half-pint  flask  with 
detachable  alcohol  lamp,  a  collapsible  cup 
of  aluminum  with  cover,  and  a  cylindrical 
box  for  holding  sandwiches.     All  parts 

are  r  movable,  made  of  highly  polished  blocked  tin.  Cover  and  handle  are  made  of 
imitation  leather  ol  pebbled  morocco  finish.       description  of  CAMERA  BOXES. 

They  have  two  or  three  trays  (according 
to  size)  for  food,  a  flask  lor  liquid  and  a 
spirit  lamp  for  heating.     Slides  confine 
the  heat  to  any  one  or  all  sections.  As- 
bestos shelves  above  the  middle  and  bot- 
tom trays,  sliding  on  metal  supports,  act 
as  covers  for  the  trays,  and  also  shut  off 
the  heat  if  desired.     An  inch  space  be- 
tween cover  and  box  allows  room  for  knife,  fork,  spoon  and  napkin.     All  parts  are 
removable.    The  best  material  and  workmanship  enter  into  the  construction  of  the 
Bon-Vee-Von.    The  lamp  is  of  brass,  and  other  parts  of  non-corrosive  blocked  tin. 

i  ),r  further  ftartteutar»t  ••"  »"'  for  Circular  /'» 

Union  Lunch  Box  Co.,  13-21  Park  Row 

EXHIBIT  IN  VARIOUS  INDUSTRIES  BUILDINGS.  WORLD'S  FAIR.  ST.  LOUIS 


4» 


BERGER'S  METAL  CEILINGS 

CLASSIFIED  DESIGNS 

LARGE  STOCK  QUICK  SERVICE 

2 JO  East  Twenty-third  Street,  New  York 

Phone,  5656  Gramercy 

The    Bradhurst    Boarding  Stables 

SPECIAL  ATTENTION  PAID  TO  ROAD  HORSES 

H.  S.  CLARK 

458-460  West  146th  Street  -  -  -  New  York 

Telephone,  189  Morningside 

ST.   DENIS  HOTEL 

Broadway  and  Eleventh  Street  -       -         New  York 

EUROPEAN  PLAN  CONVENIENT  LOCATION 

WM.  TAYLOR  &  SON 

Dutcher    House    and  Cottages 

Pawling,  Dutchess  Co.,  New  York 

NINETY  MINUTES  FROM  NEW  YORK  CITY.    LARGE  ROOMS.  FINE  TABLE. 
GOLF,  TENNIS.  FINE  DRIVES.  ROATING  AND  FISHING 

FRANK   LORD,  Proprietor 


43 


TRIMMING  RUBBER  TIRES 

E.  J.  MULCAHY 

COACH  AND  CARRIAGE  PAINTING 

306  WEST  68th  STREET 
Near  West  End  Avenue    NEW  YORK 

Repairing  of  all  kinds  promptly  attended  to 

BOWLING  BILLIARDS 

:;    ::    ::    VISIT  THE    ::    ::  :: 

New  Criterion  Bowling  &  Billiard  Academy 

U5  and  HI  W.  23d  STREET 

OPEN   GAMES   AFTERNOONS,   EVENINGS   AND  SUNDAYS 

AFTER  SHAVING  ALWAYS  USE 

Creme  Elcaya 

AT  HOME  AT  THE  BARBERS 


TELEPHONE  CALL.  399  E.  N.  Y. 

LOUIS  DANANCHER 

ARCHITECT 


2'jb  Hast  New  York  Avenue        BROOKLYN  BOROUGH 

Cornet  Kockaway  Avenue 

It 


45 


WILLIAM  McDERMOTT 


Metropolitan    Dancing  Academy 


127-129  Columbus  Avenue,  New  York 

Waltz,  Two-step,"  Polka,  and  Schottische  Guaranteed  in  Six 
Lessons,  for  Five  Dollars.  Receptions,  Wednesday  and  Satur- 
day Evenings,  and  Sunday  Afternoon  and  Evening. 


PERKINS  &  MAYERS 


Order  Work  and  Repairs  a  Specialty.  Diamonds 
and  Jewelry  of  all  Kinds  Bought  or  Exchanged 


Telephone,  2295  38th  Street 


DIAMONDS,  WATCHES 
AND    JEWELRY        ^  ^ 


385  Broadway 


GILSEY  HOUSE 


1     <adway  and  29th  Street 


New  York  City 


Most  convenient  location  for  families  and 
tr  ansient  guests.  Newly  renovated,  decorated 
and  fire-proofed. 


A.  R.  KEEN,  Proprietor 


Relief  Decorations 

Hardwood  Polishing  a  Specialty 


H.  E.  KINGSLEY 

Painter  and  Decorator 


869  Amsterdam  Avenue 

Between  102d  and   103d  Streets 


Telephone,  3072  Franklin  Established  1870 

CHARLES  LANGBEIN 

WM.  LANGBEIN  &  BROS.,  Successors 

Manufacturers  of 

Fine  Cutlery 

Grinding  and  Repairing 

38  and  79  Centre  Street,      -  New  York 


HORSES  AND  CARRIAGES 


When  you  use 


TALLY-HO  card's"^ 

You  have  the  satisfaction  of  knowing  they  are  right 


made_by  ANDREW  DOUGHERTY 

76-78-80  CENTRE  STREET 
NEW  YORK 


BURROUGHS  &  COMPANY 

PUBLISHERS 

29  Broadway,  New  York 


ESTABLISHED  1862 

DELIVERED  DIRECT  AT  YOUR  RESIDENCE 


ARTIFICIAL  VICHY 
SELTERS 

CARBONIC 

KISSI  NGEN 

CLUB  SODA 

LITHIA  WATER 

LITHIA-VICHY 

DOUBLE  CARLSBAD 

LITHIA- 
CARLSBAD 

QUADRUPLE  CARLSBAD 
MARIENBAD 


BILIN 

OBERSALZBRUNN 
EMS 

ARTIFICIAL  SARATOGA 

HOW BURG 

BITTER 
KISSINGEN 

PULLNA 

Wl LDUNGEN 

SCHWALBACH 

PYRMON  F 

IRON  WATER 


ALSO   GINGER    ALE,   S  A  RS  APA  R I  LLA,   AND   LEMON  SODA 

CARL  H.  8CHULTZ 


430-444   FIRST  AVE. ,  N.  Y. 


TELEPHONE 

34?0    MADISON  SQUARE 


LMMI 


I 


